Shock absorber



'rnnnoun. WILLIAMS, on onioneo, trainers.

' snooze ABSORBER.

Application, filed- April 26, 1926. Serial No. 1:04, 52,1,.

This invention relates to shock absorbers particularly designed for use on'vehicles such as automobiles and the like. although the principles thereof may be utilized in struc tures suitable for other purposes.

One of the primary purposes of my invention is to provide a shock absorber which will serve to damp or retard. the relative movementsbetween a vehicle chassis and running gear in" both directions from a normal or neutral position, the structure being so designed that the resistance offered, to such relative movements of the vehicle parts will increase proportionately to the'relat-ive disupon the vehicle parts, and promotes the placement of the parts from normal position and will proportionately decrease as the parts return to, normal position. Inother words, the resistance offered to the approach beyond normal position of thechassis and running gear will increase in proportion to the extent of such abnormal approach and will therefore tend not only to retard or diminish the approach but will also tend to retard or diminish the speed of return to normal position. The same action and re.- tarding effect are produced by abnormal sep' aration of the chassis and running gear from each other. My invention, therefore, tends to prevent excessive relative movements. between the chassis. and running gear. minimizes the'shocks andjars incident to such movements, reduces the wear and strain comfort of the occupants of theIvehicl-er Another object of my invention is the provision of a shock absorber which will be simple in construction, economical to manufacture, "easy to assemble and mount upon the vehicle, and one which will have but few moving parts which will not. be liable to excessive wear but will be durable, as cient, and longlived in use.

Other objects and many of the inherent advantages of my invention will be readily appreciated as the SQIHQbBCOlIlBS better understood by reference to the following de scription when considered in connection with the accompanying drawing, in which:

Fig. 1 is a fragmentaryside elevation of a vehicle chassis and running gear with my inventi on I applied thereto,

- Fig, 2 is an end view looking toward the left at Fig. 1,

Fig 3 is a plan view, and v Fig. 4 is a fragmentary sectional view taken on the line 4'4 of Fig. 1 y

On the drawings a portion of the chassis frame is'inolicated' by reference character 5. Que of the axles of the running gear isincheated by reference character 6; and the spring mountedthereon in the usual manner is indicated by 7.

My improved shock absorber is adapted to be connected to the chassis and running gear of a vehicle or to other relatively movable parts, the relative movement between which it is. desirable to controlf While, for pur f poses ofillustration, I have shown in the present instance the rigid friction, member as attached to the chassis and the end of the lever as connected with the running gear,

it should be. manifest that'this arrangement may be reversed if preferred, and ,consequently the arrangement shown should be considered as illustrative merely andas :im posing no restriction upon the scope of my invention.

As illustrated herein, a rigid friction member 8 having a curved friction'surface' 9 in the form ofv a semi-cylindrical drumis fixedly attached to the chassis frame, 5 by: a plu- 1 ralityof bolts 11; suitably inclosed in and protected by a surrounding housing 13. Preferably cast integrally with this rigid friction member IS a depending lug'or arm 1i, preferably bifurcated at its lower end to accommodate a lever 16 which is fulcrumed to the arm upon a fulcrum bolt'orpin'ltl providedw'ith a lubricating device 16.

This friction member is r One armof the lever is provided in proximity to its 'outer end with a recess 17 adapted to accommodate the tapered head 18 of a rocking spring seat slidably surrounding the adjusting bolt 19 which extends. through a slot in 'thelever 15; The b0lt'19 is longitudinally grooved at 20 to receive inwardly extending projections on a combined spring seat andylockwasher 3Q surrounding the bolt whereby thewasher is held against rotation. 'The lockwasher is also provided on its lower face with a rib to engage in a'groove on the upper face of the adjusting nut 40 so that the'nut cannot I be turned without moving the washer upwardly awayfrom the nut against the force of spring 21 interposed bet-weenthe washer and the-enlarged upper'portion of the seat.

This assembly provides a yieldable rocking connection between the lever and one end 22 of a'fiexible friction member looped over and embracing the friction'surface of the curved memberS, and this connection may be adjusted by means of the nut 40 to cars of diiferent weights and to-take up wear of Y the friction strap. Whilethe flexible friction member may be of any preferred con- 1 struction, it is illustrated herein as compris 'ing a metal band 23 possessing great ten ile strength, lined with a strip of friction inaside of the: fulcrum 10' from thebolt 19;

This link is' connected by a pivot pin 2? with the lever at a point between the fulcrum and the projecting end 38 of said lever and is capable of swinging movements about the pivot 27 to vary the effective length of the lever arm between the lever fulcrum and the point ofconnection Q9 of the link to the flexible friction member 23, for a purpose which will presently appear. 7 f i Thev projecting end 38fof the lever is connec'tcdv through an adjustable link 31 with a clampadapted to be rigidly connected to the vehicleaxle, and 'in order that a rigid connectionmay be established with axles of various dimensions, the clamp comprises a body 32 providing a aw 33 and a pair oi bearing surfaces 34, and a clamping jaw 35 opposed to the aw 33 andadalpted to be closed toward the jaw 33 by anut 236 thread ed onto the/extension 37 of the jaw 85. This clamp provides a three-point contact with the axlewhich insures a-tightlit and a rigid -;connection, and these results 'will be attained'irrespective of the size of the axle s1nce the jaw 35 1s capable ofa considerable range of adjustment.

- The parts are assembled on a car in the manner shown in the drawings and from reference to Fig l it will befoliserved that when the chassis is in normal rel ation to" the running gear, the distance from the chassis to the center of the pivotal connection 38 between the end of the lever and the link 31 is equal to the distance between the chassis and the center of the fulcrum bolt 16. This proper .positionof the lever can be obtained I by lengthening or shortening the link 31 as may be necessary through the adjustable connecting bolt 39. The distance between the pin 27 and the fulcrum 10, by which the left hand end viewing F 1,. of the flexible bandv is attached to the lever 15, is less than the distance between the fulcrum bolt 10 and the point 17 on/the lever to which the right hand end of said band isconnected.

The effective lengths of the lever arms,

therefore, to which the ends of the band are connected, are different, with the result that effective length of the left'hand arm of the lever, the iright hand end of the friction band will bepulled downwardly faster than the left hand end is let in, and as a result, the friction exerted by ,the band upon the curved friction member will increase in pro port-ionto the novement of the lever. Since relative movement between the chassis and the running gear necessarily involves roching movement of the lever 'and'sliding movement of the flexible band" upon the station aryfriction member, it is obvious that resistance to the movement of the ban'd pro duces resistance against relative movement of the chassis and running gear in either (ll: rection. The device, therefore,np m abhor mal' approach of the chassis and running geancifers an increasing resistai'icje to the, V

approaching movement proportionately to the extent of sa'id movement and also offers a corresponding resistance to the return of said parts towardnoi'mal posit oijnthe' sistance upon the return f however,- being graduallydecreased as are parts approach normal. Should'the vehicle wheel drop intqa hole, the leverj'willbe rocked in a coui'i'terclocle wise direction, and in order tl'iat an" increasing resistance may be offeredfto sej'pare ing movements of the chassisa-nd running gear away from normal position, I have devised a' construction which automatically varies the effective length of one of the arms of saidlever. Thisdevice consists of, a baror pin 4L1 extending transversely of the lever 'and'aboveithe same from a boss 42 formed on the lever, Thispin; engagest-he link 26 as shown, 1n Flg. 1 when the parts are in normal position, Upon rocking movement of the lever, however, in a counterclockwise direction, the upper end 29"ofthe link 26, lnstead of moving downwardly in substantially straight line as it would if it were free to move about its pivotal connection 2? with the lever, is causetl; to travelradially outwardly away fron'ithe-fulcrum lOso as to thereby increase the effective length of the levervarm and pull downwardly upon i the band-faster than its opposite en'd'is be- 1130 ing paid in. The result-fis" that the friction is increased proportionatelyto the extent of vehicle, comprisinga curved friction mem separating movement beyond n-o-rx-nalof chassis and running gear.

The apparatus, therefore, provides an in creasing resistance to relative movements between the chassis and'running gear in both directions away from their normal relative position. This desirable action ofthe device isufnrther facilitated and increased by the position of" the lever itself. From Fig. 1 it will be observed that point of connection between theright hand end of the friction band and the lever is above a horizontal plane passing through the fulcrum and that the connection 29 with the left hand end of the bandis also above this plane. 'Upon swinging movement of the-lever in a clocki wise direction, the right hand connection with the bandmovesslightlyoutwardly to thereby increase the length of this lever arm, while the connection with the left hand end of "the band moves slightly inwardly on an 'arc'to decrease the efiective length of-the left hand lever arm. Upon .rockingjmove ment of the lever in-a counterclockwise direction, the right hand end moves inwardly on an .arc to decrease the lever arm and the pull on the banthwhile' the left hand end travels outwardly, which outward movement is also increased byt-he pin llso that the tension exerted upon this end of the band is increased.

It should be apparent from the foregoing that I have provided a shock absorber which possesses many desirable characteristics both in its structure and mode of operatiom'and while I have shown and described a preferred embodiment, the structural details may obviously be varied within wide'limits without exceeding the scope of the invention as defined in the following claims.

"I claim:

1. A shock absorber adapted to be connected'to the chassis and running gear o-i a I band looped between itsends over said, memnected with the chassis and running ber, and means including a lever connected .to saidband for causing the same to frictionally oppose relative movement of said chassis and running gear in both directions away from their normalfrelative position and in proportionto the extent of said movementQiQk: i I

.3. A shock absorber adapted to'becongear of her, a friction band looped over and frictionall y engaging said member, and means including a lever pivotally connected to both the chassis and running gear andto which the ends of said band are connected at opposite sides of the fulcrum of the lever whereby the frictional resi, nce ofiered by the band to relative movements of said chassis and running gear away from normal position is increased in proportion tot-he extent of said m-ovement'away from normal and 'de-' creased proportionatcl y to theretnrn to nor; mal. v m

l. A shock absorier adapted to be con-- necteo to two relativelyv movable parts of a it vehicle, 'co 'nprising a rigid friction member, a flexible friction member associated therewith, a lever to which the'ends of.- said flexible n'1emberare connected, the lever being so constructed and mounted as to increase the friction between said members upon move-' ment of the lever in either direction from a normal position, and means for actuating said lever proportionately to'the relative during rocking movements of said lever about its fulcrum. I v

6. A shock absorber adapted forconnection to two relatively movableparts of a vehicle, comprising a rigid friction member,

a flexible friction member movable nre'la- I ti-vely thereto, a lever'fulcrtimed intermediate its ends, a yicldable connection between one end ot'said' flexible member and said lever,

'a connection movable radially with respect to the lever fulcrum between the other end of said flexible member and the lever; and a ctmnection between said lever and one of said vehicle parts. i y g 7, A shock absorber adapted to be connected to two relatively movable parts of a vehicle, comprising a rigid friction member mounted on one of said parts,-a{lever: fulcrmncd on said member, a flexiblefriction member embracing said rigid member, a

\'ieldable connection including a spring betwcenone endof said flexiblemember-and said lever, a. link pivotally connecting the;-

'beyonc said 'li-nli, a connection between said extended end of said lever and the otherve hicle part, and means carried by said lever for swinging said link to vary the tension on said flexible member during rocking movements of said lever.

80A shock absorber adapted to be connected to two relatively movable parts of a vehicle, comprisinga friction member, a friction band looped between its ends over said member and means acting through said. band to oppose frictional resistance to relative movement between said, relatively movable parts in either direction proportionate lylto the "remoteness of said parts from normal relative position.

7 band.

9. A shock absoroer adapted to be connectledlto two-relatively movable parts of a1 vehicle, compr sing a friction member, a looped band frictionally engaging said 11'lGIl1l)l,i lever connected. to .one'end of saidpband, and ayieldablej and adjustable connection between said lever and the other: end ofsaid 10. A shockabsorber adapted to be con neeted to two relatively movable parts of a vehicle, comprising a friction member, a'

looped band frictionally engaging said menr her, a lever connected to one end of StllCl band,

a, bolt connected with the other end-of said band and projecting through saidlever, a

band and projectingthrough said lever, a

seat engaging the lever and movablerelatively to thebolt, a ribbed washer slidably' butnon rot-atablyassociated with the bolt, a grooved nut threaded onto the bolt and engaged with said washer, and a spring interposed between said seat and said washer 12. Ashoek absorber adapted to be connected to two relatively movable parts of'a vehicle, comprising a friction member, a looped band frictionally engaging said memher, a lever connected to one end of said band,

abolt connectedwith the other end of said band and projecting through said lever, a lmife-edged seat engaging said lever and slidable longitudinally of the bolt, said bolt and seat b'eing. provided with interengaging parts whereby the seat is held against ro- ,tation on the bolt, a nut adjustably threaded onto the bolt, a lock washer sl dable on the bolt, and a spring vinterposed between said seat and saidlock washer, saidnutand lock +washerbeingconstructed for interengage- {mentwhereby-the nut is locked agalnst aceldentalrotat-ion.

absorber adapted to 0e con- '13. A shock absorber adapted to retard the relativemovement between two parts of a vehicle, comprising a curved friction member secured to one of said parts, afriction band looped over and frictionally engaging said member, and means including a lever positively linked at a. point spaced from its fulcrum-to the other of said parts, both ends I of said bandbeing connected to said lever whereby the frictional resistance of sa d band to movements of said lever is varied" in relation tothe-extent of relative. movement between said chassis and running gear in both directions away from normal relative position. I g i 14:. A shock absorber adapted to retard the relative movement between two parts of a vehicle, comprising a ourved friction mem ber secured to one ofsaid parts, a friction band looped over andxfrictionally engaging said member, and a lever to which the ends of said band are connected at opposite sides respectivelyof the lever fulcrum,the efl'eotive lever-arms of said lever being of unequal length, said leverbeing'dire'ctly connected at a point spaced from its fulcrum to the other of said parts. whereby said lever is positively actuated in, accordance with the relative movementof said parts, 7 15. Ashock absorber adapted toretardthe relative movement between two parts of a vehicle, comprisingarigid friction member -on one of said parts," a friction'band frictionally engaged between the ends with said member, a lever fulcrume-d intermediate its ends and connectedon opposite sides of the fulcrum with the' respective" ends of said band, saidlever being so constructed and positioned that swinging movements thereof on its fulcrum will vary the friction between said band and said member to thereby con trol the relative movement between said vehicle parts, said leverbeing positively connected at a point'spaced from its fulcrum to the other of said parts wherebyit'is positively actuated by the relative xmovment of said parts. i a c g 16. A shock absorber adapted to retard the relative movement 'between two parts of a vehicle, comprising a rigid friction member on one of said parts, aflexible friction member associated therewith, a 'lever to which-the ends ofvsaid flexible member are connected on the opposite sides of the lever fulcru1n,'the effective lever arms of s'a'idle ver between the pOliltSQOfcOTlIlBCtlOIlOfthe flexible memberthereto and the/fulcrum being of unequal length, and rnean's for-positively actuating said lever iin accordance with the relative movement of saidpartsf 1 7. shock absorber adapted to retard the relative movement between two V Qpa-rts of a vehicle, comprising a frictionmeinber on one ofsaid parts, a looped friction band frictionally engaged between its ends with said member, and a lever fulcnumed between its ends and connected at opposite sides of the fulcrum with the ends of said band, said lever being so shaped and disposed relatively to the friction member, that the arcuate travel of the connections between the band and said lever varies the friction between looped band frictionallyengaging said member, a lever connected to one end of said band, and a yieldable connection between said lever and the other end of said band.

19. A shock absorber adapted to be connected to two relatively movable parts ofa vehicle, comprising a friction member, a v looped band frictionally engaging said menu-- ber,' a lever connected to one end of said band, and a contractable connection between I said lever-and the other end of. said band whereby the tension. of the band about the.

friction member islessened when the pull is throughthe contractable connection.

In witness of the foregoing I affix my (I signature.

THERON H. WILLIAMS. 

